Assighoil to umtost metal psoducts



Dec. 28 1926. 1,612,187

G. G. GILPIN CORRUGATED METALLIC WALL ELEMENT Filed Oct. 27, 1924 o o o o o o o o o o o o o o o o o o 5 0 0 0 0 .o o

o o t l" T 0 o 2 c 3 4 2 a o o o o 3 o .41. o o o r o ooooooooooooooooooooooolooKj iii/4- \J .51 pen for Garth G1'] in Patented Dec. 28, 1926.

ITED STATES GARTH Gr. GILPIN, OF RIVERSIDE, ILLINOIS, ASSIGNOR TO UNION METAL PRODUCTS COMPANY, OF GI-IICAGO, ILLINOIS, A CORPORATION OF DELAWARE.

CORRUGATED METALLIC WALL ELEMENT.

Application filed Gctober 27, 1924. Serial No. 746,221.

The invention resides in forming corrugations or embossments in a metallic plate so as to increase its strength to resist exterior loads applied upon it. By forming 5 said corrugations or embossments integral with the plate, considerable fabrication of other parts and the necessity of riveting is eliminated, and the ultimate weight of the structure is retained at a minimum.

Such integrally reinforced plates are especially adaptable for end walls of railway freight cars where the shifting of the lading causes severe impacts against the end wall. These integral reinforcements also resist the tendency of the plate to buckle, due to the torsional and weaving movements of the car in service.

Such a reinforced plate may also be used for the side wall, floor, roof or door of a railway car.

It is immaterial how the corrugations are positioned in the plate or plates or how the corrugated plate or plates are positioned when on the car. The end wall of a railway 25 car is often broken, distorted or otherwise injured by the thrust caused by the inertia of the shifting of the cargoes when the car stops or starts. These thrusts may be local,

tending to distort the end wall in some particular spot, as, for example, when a piece of structural steel or other heavy lading shifts lengthwise and imparts a blow against the end wall of the car, or there may be a tendency to break out the whole wall and tear it away from the car framing.

For the purpose, therefore, of greater strength, resiliency and durability, car walls have been constructed of steel plates or panels formed with integral ribs or corrugations.

One of the objects of my invention is to provide a corrugated metallic plate for use on railway cars in which the corrugations have a configuration and arrangement that impart to the plate (or structure com posed of several plates) a greater capacity for resisting the mechanical forces which tend to destroy it and also keep the weight at a minimum.

Such corrugations or embossments are mechanical beams and can be considered and calculated as such. When a car is arched connecting member and not b loaded with. sand, grain, chats or other plastic material it imposes an equally distributed load upon these beams. An equally distributed load imposes a bending moment upon a beam which increases from the end to the middle of the beam, therefore, a beam. must increase in strength correspondingly from its ends towards its middle. In my construction this is accomplished by gradually increasing the depth of the beam from its ends towards its middle.

Another object of my invention is to provide a comparatively wide corrugation so as to obtain greater strength (by positioning more metal further away from the neutral axis) and at the same time arch or curve the apex or connecting member of the corrugations so as to transmit the loads to the main walls without deflecting the apex or connecting member. V

In my invention I maintain the arched. construction and at the same time increase the depth of the corrugation by reducing the radius of the arch or curve from the ends to the middle of the corrugation.

The increased depth of corrugation is obtained by increasing the height of the increasing the width of the. main walls. The stretch in pressing is therefore not localized in the smaller wall portion of the corrugation but is (comparatively) distributed in the longer arched connecting portion of the corrugation. In pressing metallic plates where stretching is necessary, it is essential to distribute such stretch over as large. an area as possible to eliminate thinned spots or ruptures. In my design I maintain the main walls at a constant width. throughout the length of the corrugation with the exception, of course, of the terminal portions (14:).

)Vhen a plurality of such corrugations is used together it is immaterial whether they are in the same plate or in two plat-es secured together.

Then a plurality of such corrugations is used they are preferably parallel with each other.

In the drawings:

Fig. 1 shows my invention applied to a gondola type of railway freight car.

Fig. 2 is a section on line 2-2 of Fig. 1.

Fig. 3 is an enlarged section on line 3- ofFig. 1.

Fig. 4 is an enlarged section on line llof Fig. l.

Fig. 5 is a section on line 22 of Fig. 1 showing a modification.

Fig. 6 is an enlarged section on line 3-3 of Fig. 1 showing a modification 7 is an enlarged section on line et a of Fig. 1 showing the same modification as shown in Fig. 6.

Fig. 8 is a section on line 2-2 of Fig. 1 ..'h.owing the same modification as shown n Fig. 6.

The corrugated plate 1 or plates H18? be. secured to the car in any desired inann-cn the type selected for illustation being a gondola car with steel sides :2, angle ii end sill 3, striking casting i; push pme pocket 5, etc., all of usual construction.

The integral reinforcing corrugation or rib comprises spaced apart main walls which are preferably of constant tl throughout the length of the corrugation and which are positioned obliquely to allow the plate to be easily Withdraw from the press. These main Walls are connected by a curved portion 7, the radius 8 upon which it formed decreasing from the ends ton-art the middle of the corrugation so as to .ucrease the depth of the corrugation at or near its center. tions may be formed ina plate with fiat portions 9 of the plate connectin such corrugations. See Figs. 3, 4 and o.

If desired, a pair of such corrugations may be connected by an arched or curved portion 10 similar to the curved portion oi th corrugation.

its ends to its middle. Such a constr coon shown in Pi s. 2 G and 7.

i metallic plate having a corrugation ior ied therein comprising spaced apart Walls and a curved portion connecting said Walls, the radius oi' the cu tion so as to increase the depth of tiie A series of such coirugm In such a construction the curved portion connecting the corrugations could also have its radius 11 decreased from Tillie main Wallis positioned midway between the plane- Walls, the radius of the curve decreasing from the ends to the middle of the corrugation so as to increase the depth of the corru- 6H 2. A metallic plate having a corrugation formed therein comprising spaced apart walls and a curved portion connecting said e decreasing from the ends to the middle of the corruga- A l corrugation, the width or" said walls aining constant throughout the length 0 he corrugation. 7 i

A meta lic cl corrugations 1" spaced a1 art walls, 3 li and our said t ugations, the I i 75 te cnrv decrer middle of the corrug ion, so as increase is deptl'i oi' the corrugation.

A n 'ietallic. plate having a plurn COIlUL ions formed therein coinpi'i-si spaced apart Walls; curved portions c said Walls, and cur-red 11s the portions c I P radius or i i 3 crib curved portions oi? the coi'rugatio 1 A oppositely from the curved portions connecting the corru A metallic plate having a plural 'iOL'EfiGCl trerein coinpi-i spaced apart Walls, curvedl per l connectsaid Walls v and curved portions connecting said corrugations, the radius of the re spective curves decreasing from the ends to the middle ofthe corrugations, to increase the depth oil the corrugation, width of the corrugations being suhsta tia lly the same as tie distance between corrugations.

6. fr metallic p-ate having" a plurr u oi corrugations fornied therein the wii r oi: the corrugations being so? itiaily the GAR-TH G. GILPIN. 

